Safety-gate-controlling means.



PA'IENIBD APR. 9, 1907'.

, '0. sfH-EL ER. SAFETY GATE CONTROLLING MEANS.

APPLICATION FILED OCT. 3 1906.

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No. 849,842. I 1 PATENTBD APR. 9, 1907'.

G. S. HELLER. SAFETY GATE CONTROLLING MEANS.

APPLIOATION FILED 0011.3, 1906.

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IIIIE STATES PATENT OFFIGE.

SAFETY-GATE-CONTROLLING MEANS.

Specification of Letters Patent.

Patented April 9, 1907.

Application filed October 3, 1906. Serial No. 337,226.

' To (Ll/Z w/wm it may concern:

Be it known that I, CHARLEs S. HELLER, a citizen of the United States,residing in Philadelphia, Pennsylvania, have invented certainImprovements in Safety-Gate-Controlling Means, of which the following isa specification.

One object of my invention is to provide an electromechanical devicewhereby a car, usually of the electrically-operated type, shall becaused to automatically control the operation of safety-gates at acrossing, the invention contemplating such an arrangement of apparatusthat as a car approaches such crossing the gates will be automaticallylowered and will remain in a closed position until after the car haspassed over the crossing regardless of whether or not current may or maynot have been cut off of the supplycircuit. After the car has passed thecrossing the safety-gates are caused to automatically rise.

Another object of the invention is to provide a safety-gate withoperating means consisting of a pair of solenoids and a core movablefrom one side to the other of the pivotal line of the gate and to soconnect said solenoids that their energization, and hence the opening orclosing of the gate, will be either directly or indirectly controlled bythe current-flow for operating the car, it being my intention to employsuch apparatus either by itself or in connection with visual or audiblealarm devices on or adjacent to the safetygate.

These objects I attain as hereinafter set forth, reference being had tothe accompanying drawings, in which Figure 1 is a diagrammatic viewillustrating the apparatus preferably employed by me in carrying out myinvention when this is applied to a double-track electric road. Fig. 2represents diagrammatically the connections and apparatus employed whenthe invention is applied to a single-track road. Fig. 3 is adiagrammatic view illustrating the invention in its simplest form asapplied to a single-track electric road. Fig. 4 is a diagrammatic viewillustrating the invention as applied to a steam or other railroad inwhich current for operating the solenoids is derived from a battery; andFig. 5 is a plan, partly in section, illustrating a safety-gate providedwith operating-solenoids arranged according to my invention.

Referring first to Fig. 5 of the above drawin s, A represents theframework of a pivoted sa'ety-gate of the well-known constructioncommonly employed to guard railroad-crossings, this being equipped witha pivotal shaft or spindle a, supported in suitable bearings. (Notshown.) Carried by the safety-gate adjacent to its pivotal spindle aretwo relatively large solenoids B and B, having between them a singlesoft-iron core I). These solenoids are so placed on the gate that theyare axially in line with one another and are protected from the weatheras well as from accidental injury by a suitable metallic casing b,enveloping both of them, there being, moreover, a metallic tube or tubes6 and 5 within the solenoids, whereby injury from the movement of thecore I) is prevented. Moreover, said solenoids are so supported thatwhen the core I) is in aposition of magnetic equilibrium within thesolenoid B it overbalances the short armjct of the safety-gate andcauses it to move to its closed position. When, on the other hand, thecore 5 is in a condition of magnetic equilibrium within the solenoid B,the long arm a of the safety-gate is overbalanced and the latter tendsto assume a substantially vertical or open position.

In order to energize the solenoids B and B, I connect them in thesimplest form of my invention, as shown in Fig. 3that is to say, thesolenoid B has one end connected to the feed-wire C, from which thetrolley-wire or third rail D, D, D and D is supplied with current, whileits second end is connected to a relatively short section D of the wireor rail, having a length of fifty feet, for example, and insulated bysuitable means from the adjacent portions D and D Similarly the solenoidB has one end connected to the feed-wire C and its second end connectedto the section D of-the third rail or trolley wire, which in like manneris provided with section-insulators between it and the adjacent sectionsD and D The section D of the current-conductor is of greater lengthsayfrom a quarter to half a mile and it will be seen that if an electriccar or train moves upon the railroad in the direction of the arrow, Fig.3, it will, as soon as it passes from the section D to the section Dreceive its current from the feed-wire C through the solenoid B, saidcurrent passing thence to the third rail or trolleywire D and throughthe Y motors of the car, from whence it returns to the power-housethrough the rail or negative conductors 111 the well-known manner. As aresult it will be seen that the energization of the solenoid B causesthe core I) to be drawn into the position shown in Fig. 5, so that thegate is automatically moved to its closed position across the roadway,which is indicated in dotted lines at E. If for anyreason thecurrent-supply should fail while the car still occupies the section D itwill be seen that the gate will nevertheless remain in its closedposition, since there is no force tending to change the position of itscore I). As soon as the car has crossed the roadway E and en tered thesection D the current for actuating its motors will pass from thefeed-wire to the solenoid B, so that this latter will be energized, withthe result that the core I) is drawn into it. Such movement of such coreoverbalances the long arm of the safety-gate and causes this to move toits raised position, where it will remain until the solenoid B is againenergized. Should there be two cars on the section D the passage of oneof them onto the section D would not cause raising of the gate, for, aswill be understood by those skilled in the art, if both solenoids beenergized the core will remain without moving within that one of saidsolenoids which was first energized.

In the case shown in Fig. 1 I have illustrated my invention as appliedto a double-track electric road, the trolley-wire or third rail of whichis divided into sections similar to those shown in Fig. 3, which,however, are so .placed that a car or train will pass from the sectionD? to the end of a long section D relatively distant from the roadwayand will cause energization of the solenoid B, thereby causing closingof the safety-gate. After passing over the roadway onto the section Dthe car causes raising of the safety-gate, it being noted that themagnet F is connected to both of the sections D of the two tracks, whilethe magnet F is similarly connected to both of the short sections D.

In many cases it may be unadvisable to connect the solenoids foroperating the safety-gate directly in circuit between the feed-wire andthe third rail or trolley-wire, and in such case I arrange theconnections of the apparatus as shown in Fig. 2. Under the conditionsillustrated I connect the magnets F and F between the feed-wire C andthe sections -D- and D, respectively, and cause the first of saidmagnets to operate a switch f, connected between the feed-wire C and thesolenoid B, the second end of said solenoid being grounded. Similarlythe magnet F is made to control a switch f, connected between thesolenoid B and the feed Wire C, said second solenoid being likewisegrounded.

Under operating conditions when a car enters the relatively long sectionD the magnet F is energized, and thereby causes closing of the normallyopen switch fwith the result that the solenoid B is energized and thesafety-gate closed, as above described. If the flow of current throughthe magnet F should cease from any cause, the switchfwould immediatelyopen, and though this would cause deenergization of the solenoid B itwould not in anyway cause a change in the position of the safety-gate.As soon as the cars, however, enter the section D the magnet F isenergized, thereby causing closing of the switch f and energization ofthe solen oid B. This latter would immediately cause movement of thecore I), so as to open the safety-gate, as above described.

In the case illustrated in Fig. 2 I have shown a trolley-wire or thirdrail designed to cause operation of the safety-gates no matter in whatdirection the cars operate, and for this purpose the section D isextended for a certain distance on both sides of the roadway E. At oneextremity of the section D is a relatively short section D, while at theother is a second short section of wire or rail D, and said shortsections are connected together by the wire 0. As a result whenever acar approaches the roadway E it must first pass onto one of the sectionsD or D and in any case-will energize the solenoid B, so as to causeopening of the gate A. \Vhile still at a safe distance from the roadwaythe car will pass onto the section D regardless of the direction fromwhich it approaches and by causing energization of the solenoid B willcause closing of the safety-gate. After passing off of the section D itagain enters the section D or the section D and by causing energizationof the solenoid B restores the safety-gate to its open position.

If it is desired to employ a safety-gate con structed as shown in Fig. 5on roads where other motive power than electricity is used, I mayconnect the solenoids B and B as shown in Fig. 4. In this instance thetwo rails of an ordinary track are normally insulated from one anotherand the rails are also divided by suitable insulating-joints into a pairof relatively long sections D and D and a pair of relatively shortsections D and D As before, the lon section is connected to one end ofthe winding of the solenoid B and the short section D is connected toone end of the winding of the solenoid B. The second ends of bothsolenoids are connected to one terminal of a battery or other suitablecurrent-generator C, whose second terminal is connected to therail-sections D and D Under operating conditions it will be seen thatthe wheels of a car or train will electrically connect the rails of thesections D and D thereby permitting current to flow through the solenoidB and causing closing of the safety-gate. The connection of the sectionsD and D by the wheels of a train or car similarly cause energiz ation ofthe solenoid B and consequent raising of the safety-gate.

It is of course obvious that the solenoids B and B may be connected soas to be energized to open and close the safety-gate by means of a localcurrent-generator with arrangements of insulated rail-sections similarto the insulated trolley-wire, and it will be noted that so far asactual operation of the system is concerned it is immaterial whether thecurrent for operating the motors of a car be used to energize thesolenoids B or B, as shown in Fig. l, or whether it be causedto operateswitches which in turn control said solenoids.

From the above it will be seen that I employ electromagnetic means forautomatically controlling the gravity-actuated operating means of asafety-gate, and I have found the device in practical operation to beeminently successful by reason of the fact that it is not only of arelatively-inexpensive nature to install and operate, but is of suchsimplicity and contains so few parts that the likelihood of its gettingout of order or requiring repairs is reduced to a minimum.

If desired, I may provide alarm devices to be automatically controlledby the cars of a railroad and for this purpose connect to the switch f,Fig. 1, an electric bell f either by itself or in connection with anelectric lamp 0 f, both of these devices being preferably carried on thesafety-gate. Under these conditions when the magnet F is energized onthe approach of a car or train the bell and lamp are supplied withcurrent, there being, if necessary, a body of resistance f 4 in circuitwith them in order that they may properly be operated by current at thevoltage employed on the railroad system. Such alarm devices may beoperated, if desired, with their connections arranged as shown in Fig. 3that is, either a bell or lamp, or both, may be connected directlybetween the feed-cable C and the section D and in shunt to the solenoidB or magnet F, either with or without resistance f 4 for cutting downthe voltage. In such case the alarm devices will be actuated whenever acar is operated on the section D, it being particularly noticeable thatboth of said devices are of such a nature as to give indication of theapproach of a car or train on said section before the movement of thecore b could by any possibility cause closing of the safety-gate. As aconsequence it would be a practical impossibility for a person or trainto be struck by the gate or be caught between two gates on the crossingwithout due warning having first been given of the fact that said gateor gates would shortly close. i

I claim as my invention- 1. A system employing gravity controlled byelectricity, including a safety-gate, a movable weight constructed tocause closing of the gate when in one position and openingelectromagnetic means for moving said weight from one position to theother, and means for governing the operation of said electromagneticmeans, substantially as described.

2. A system including a safety-gate, two solenoids adjacent to thepivotal line of said gate, a common core for said solenoids movable fromone side to the other of the pivotal line of the gate, and means forcontrolling the energization of the solenoids, substantially asdescribed.

3. A system including a safetygate, two solenoids therefor, a commoncore for said solenoids movable so as to close or open the gate, andmeans controlled by a moving vehicle for governing the energization ofsaid. solenoids, substantially as described.

4. The combination with the current-supply feeder of an electricrailway, of a conductor divided into a plurality of sections insulatedfrom each other, a safety-gate, solenoids for said gate, a common corefor said solenoids constructed when in one position to cause opening ofthe gate and when in the other position to cause closing of the gate,and means including electrical connections between saidconductor-sections and said so lenoids for controlling the energizationof the solenoids, substantially as described.

5. The combination with a railway system including conductors dividedinto a plurality of sections insulated from each other, of a safety-gatehaving a gravitational device for controlling its opening and closing,including two solenoids, means connected to one of the insulatedsections for causing one of the solenoids to be energized, to causeopening of the gate when a car is on said section, and other meansconnected to another insulated section for causing energization of thesecond solenoid and consequent closing of the gate when the car is onsaid second section, substantially as described.

6. The combination with the current-supply feeder of an electricrailway, of a conduc tor engaged by a contact on a car and divided intoa number of sections insulated from each other, means connecting saidconductorsections to said supply-feeder, a safety-gate having twosolenoids,a common core for said solenoids so placed that in oneposition it. causes 0 ening of the gate and in another position cl osingof the same, with means whereby one solenoid is energized when anelectric car receives current from one of said sections, and other meanswhereby the second solenoid is energized when such car receives currentfrom another section, substantially as described.

7. The combination with the current-supply feeder of an electricrailway, of conductors placed to be engaged by a contact on a car, saidconductors being divided into a of the said gate when in anotherposition, i number of sections insulated from each other,

of means including electromagnets respectively connecting the saidsections and the said feeder, a safety-gate having means controlled bysaid electromagnets, for causing its opening and closing, and alarmdevices connected to be actuated before a certain one of saidelectromagnets is energized, substan tially as described.

8. The combination with the current-supply feeder of an electricrailway, of a conductor divided into a number of sections, of which oneis of greater length than the other, with a safety-gate placed adjacentto the longer of said sections, a pair of solenoids for causingoperation of the safety-gate, and means for causing energization of onesolenoid and consequent closing of the gate when a car is receivingcurrent from the longer conductor-section, and other means for caus ingenergization of the other solenoid and opening of .the gate when the caris receiving current from the shorter conductor-section, substantiallyas described.

9. The combination with the current'-su.p ply feeder of an electricrailway, of a conductor placed to be engaged by a contact device on acar and divided into a number of sections insulated from each other,magnets respectively connected between the sections and said feeder,sndtches controlled by said magnets, a safety-gate, and operatingelectroniagnets therefor connected respectively in circuit with saidswitches and said current-feeder, substantially as described.

10. The combination of a safety-gate, a source of current-supply, and aconductor divided into sections for supplying current to anelectrically-operated car, a solenoid connected between one of saidsections and said source of supply having means for operating the gate,and an alarm device or devices con nected in shunt to said solenoid,substantially as described.

11. The combination of a safety-gate, a source of current-supply, and aconductor divided into sections for supplying current to anelectrically-operated car, a solenoid connected between one of saidsections and said source of supply having means for operating the gate,and an alarm deviceor devices connected between said source and asection of the conductor other than that having said solenoid, saiddevice or devices being constructed to be set in operation before thesafety-gate closes, substantially as described.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing Witnesses.

CHARLES S. HELLER.

Witnesses:

ROBERT KAISER, Jos. H. KLEIN.

